Systems and methods for waste heat utilization in combustion-electric propulsion systems

ABSTRACT

A combustion-electric propulsion system includes an alternator, an engine control module, and an electric aftertreatment component. The alternator is configured to receive a rotational input from a driveshaft and to utilize the rotational input to generate electric energy. The engine control module is configured to receive an input. The input corresponds to a drive command or a brake command. The engine control module is configured to enter an idle mode while not receiving the drive command or the brake command. The electric aftertreatment component is configured to treat exhaust. The electric aftertreatment component includes a plurality of resistance elements that are electrically communicable with the alternator. The alternator is configured to selectively transmit the electric energy to the plurality of resistance elements when in the idle mode such that the plurality of resistance elements heat at least one of the exhaust and the electric aftertreatment component.

TECHNICAL FIELD

The present application relates generally to the field ofcombustion-electric propulsion systems.

BACKGROUND

Internal combustion engines are often utilized in dual powerapplications where rotational energy provided by the internal combustionengine is transformed into electrical power. The electrical power may beutilized to, for example, provide power to electrical motors thatprovide rotational energy to wheels on a vehicle. The electrical motorsmay propel the vehicle during a driving mode. However, when the vehiclebrakes, the electrical motors may generate electricity which is sent toa resistance grid, thereby generating heat. In conventionalcombustion-electric systems, this heat is typically vented to atmospherethrough the use of a fan. As a result, a large amount of unused energyis wasted, and the conventional combustion-electric systems operate inan inefficient manner.

SUMMARY

In an embodiment, a combustion-electric propulsion system comprises anengine control module, an electric motor, and an electric aftertreatmentcomponent. The engine control module is configured to receive an inputfrom a user. The input corresponds to a drive command or a brakecommand. The engine control module is configured to enter a drive modewhile receiving the drive command and to enter a brake mode whilereceiving the brake command. The electric motor is electricallycommunicable with an alternator and the engine control module. Theelectric motor is configured to receive the electric energy from thealternator, to utilize the electric energy to cause rotation of amovement member in the drive mode, and to generate electric energy fromrotation of the movement member when in the brake mode. The electricaftertreatment component is configured to treat exhaust. The electricaftertreatment component includes a plurality of resistance elementsthat are electrically communicable with the electric motor. The electricmotor transmits a first portion of the electric energy to the resistanceelements when in the brake mode such that the resistance elements heatat least one of the exhaust and the electric aftertreatment component.The electric motor simultaneously transmits a second portion of theelectric energy to the alternator when in the brake mode.

In another embodiment, a combustion-electric propulsion system includesan alternator, an engine control module, and an electric aftertreatmentcomponent. The alternator is configured to receive a rotational inputfrom a driveshaft and to utilize the rotational input to generateelectric energy. The engine control module is configured to receive aninput. The input corresponds to a drive command or a brake command. Theengine control module is configured to enter an idle mode while notreceiving the drive command or the brake command. The electricaftertreatment component is configured to treat exhaust. The electricaftertreatment component includes a plurality of resistance elementsthat are electrically communicable with the alternator. The alternatoris configured to selectively transmit the electric energy to theplurality of resistance elements when in the idle mode such that theplurality of resistance elements heat at least one of the exhaust andthe electric aftertreatment component.

In still another embodiment, a combustion-electric propulsion systemincludes a clutch, a movement member, an alternator, an engine controlmodule, and an electric aftertreatment component. The clutch isconfigured to receive a rotational input from a driveshaft. The clutchis operable between an engaged state and a disengaged state. The clutchis configured to provide a rotational output only when in the engagedstate. The movement member is selectively coupled to the clutch andconfigured to receive the rotational output provided by the clutch whenthe clutch is in the engaged state. The alternator is configured toreceive a rotational input from the clutch when the clutch is in theengaged state and the disengaged state. The alternator is configured toutilize the rotational input to generate electric energy. The enginecontrol module is configured to receive an input corresponding to adrive command. The engine control module is configured to enter an idlemode while not receiving the drive command. The electric aftertreatmentcomponent is configured to treat exhaust. The electric aftertreatmentcomponent is defined by a plurality of flow sub paths. The electricaftertreatment component includes a plurality of resistance elementsthat are electrically communicable with the alternator and arrangedwithin the plurality of flow sub paths such that each of the pluralityof flow sub paths can be independently heated by the plurality ofresistance elements. The alternator is configured to selectivelytransmit the electric energy to the plurality of resistance elementswhen in the idle mode such that the plurality of resistance elementsheat at least one of the exhaust and the electric aftertreatmentcomponent.

BRIEF DESCRIPTION OF THE DRAWINGS

The details of one or more implementations are set forth in theaccompanying drawings and the description below. Other features,aspects, and advantages of the disclosure will become apparent from thedescription, the drawings, and the claims, in which:

FIG. 1 is a block schematic diagram of an example combustion-electricpropulsion system;

FIG. 2 is a block schematic diagram of an example combustion-electricpropulsion system having an example brake activated heating system;

FIG. 3 is a block schematic diagram of an example combustion-electricpropulsion system having another example brake activated heating system;

FIG. 4 is a block schematic diagram of an example combustion-electricpropulsion system having an example idle activated heating system;

FIG. 5 is a block schematic diagram of an example combustion-electricpropulsion system having another example idle activated heating system;

FIG. 6 is a cross-sectional view of an electric aftertreatment componentfor use in a combustion-electric propulsion system; and

FIG. 7 is another cross-sectional view of an electric aftertreatmentcomponent for use in a combustion-electric propulsion system.

It will be recognized that some or all of the figures are schematicrepresentations for purposes of illustration. The figures are providedfor the purpose of illustrating one or more implementations with theexplicit understanding that they will not be used to limit the scope orthe meaning of the claims.

DETAILED DESCRIPTION

Following below are more detailed descriptions of various conceptsrelated to, and implementations of, methods, apparatuses, and systemsfor heating an aftertreatment component in an internal combustion enginesystem to facilitate, among other things, cleaning of deposits from theaftertreatment component without requiring a corresponding decrease inefficiency of the internal combustion engine system. The variousconcepts introduced above and discussed in greater detail below may beimplemented in any of numerous ways as the described concepts are notlimited to any particular manner of implementation. Examples of specificimplementations and applications are provided primarily for illustrativepurposes.

I. Overview

Diesel engines may be utilized in a conventional combustion-electricpropulsion system. The conventional combustion-electric propulsionsystem first converts energy from diesel fuel into rotational energyusing the diesel engine. The conventional combustion-electric propulsionsystem then converts that rotational energy into electricity using analternator.

The conventional combustion-electric propulsion system provides theelectricity to an electric motor. The electric energy is selectivelyutilized by the electric motor to provide rotational energy to, forexample, a wheel. In this way, the diesel engine may provide energy thatis utilized by the electric motor to rotate the wheel.Combustion-electric propulsion systems may be implemented in a varietyof applications such as diesel-electric vehicles (e.g., locomotive,commercial vehicles, haul trucks, semis, construction vehicles, militaryvehicles, etc.) and maritime vehicles (e.g., cargo vessels, cruisevessels, military vehicles, etc.).

The conventional combustion-electric propulsion system is operablebetween a normal operation and a braking operation. In the normaloperation, the electric motors rotate the wheel resulting in propulsionof the vehicle. For example, a driver may increasingly depress a gaspedal on a commercial vehicle having a conventional combustion-electricpropulsion system to cause the vehicle to go faster by varying athrottle that controls the rotation of the wheel by the electric motor.In response to the throttle, the electric motor can draw increasinglymore electricity from the alternator.

The conventional combustion-electric propulsion system enters thebraking operation when a user activates a brake. For example, a user maydepress a brake pedal in a vehicle. In the braking operation, rotationof the shaft of the electric motor causes the electric motor to generateelectricity. The electricity generated by the electric motor in thebraking operation may be transmitted to a resistor grid (e.g., brakingresistor, etc.). The resistor grid may be utilized to dissipate heat toslow down rotation of the shaft of the electric motor.

The resistor grid may be relatively large and produce a large amount ofheat. As a result, conventional combustion-electric propulsion systemstypically include fans that assist the resistor grid in rejecting theheat to atmosphere. These fans are typically powered by the alternator,thereby utilizing energy produced by the engine. By wasting this heatand consuming energy with fans, many conventional combustion-electricpropulsion systems waste energy that could otherwise be harnessed toimprove operation (e.g., efficiency, etc.) of the conventionalcombustion-electric propulsion systems. Further, fuel is utilized todrive the fan which would otherwise not be required, thereby decreasingthe desirability of the conventional combustion-electric propulsionsystems.

Diesel internal combustion engines typically incorporate aftertreatmentsystems to treat exhaust prior to the exhaust being discharged toatmosphere. These aftertreatment systems may absorb exhaust particlesand become saturated over time. In order to maintain the health of theaftertreatment systems, conventional diesel internal combustion systemsare operated at a lower efficiency for a period of time in order toincrease a temperature of the exhaust within the aftertreatment system.This elevated temperature may, for example, facilitate cleaning ofdeposits.

Implementations described herein relate to directly heating anaftertreatment component (such as a particulate filter, a SCR catalyst,etc.) or heating exhaust upstream of the aftertreatment component anddownstream of a manifold. The aftertreatment component may includeresistance elements that are selectively powered by an engine controlunit to provide heat. The resistance elements may receive electricenergy from an electric motor associated with a movement member or froman alternator. In some applications, the resistance elements are poweredwhen the engine control unit is in one of a brake mode and an idle mode.For example, in the brake mode, the electric motor may generate electricenergy that is provided to both the alternator and the aftertreatmentcomponent. In the idle mode, the alternator may provide the electricenergy to the resistance elements.

In the implementations described herein, the resistance elements areutilized to cause an increase in temperature of the aftertreatmentcomponent. In this way, cleaning of deposits within the aftertreatmentcomponent is possible. Previously, such cleaning was traditionallyaccomplished by decreasing the efficiency of an internal combustionengine to cause an increase in exhaust temperature. For example, someconventional combustion-electric propulsion systems burn diesel fuelacross a diesel oxidation catalyst which wastes the diesel fuel andresults in inefficient operation. However, through the use of theimplementations described herein, this cleaning can be accomplishedwhile maintaining efficient operation of the internal combustion engine.

In some implementations, the aftertreatment component is defined by aplurality of flow sub paths. The resistance elements may each beassociated with one of the flow sub paths. The engine control unit mayclean each of the flow sub paths independent from one another such thatthe aftertreatment component is incrementally cleaned.

Through the use of the implementations described herein, the costassociated with a combustion-electric propulsion system is significantlydecreased because a separate resistor grid is no longer required.Additionally, a fan associated with the separate resistor may berelatively smaller in size or may not be included at all. This decreasesthe amount of space consumed by the combustion-electric propulsionsystem and reduces costs associated with operating thecombustion-electric propulsion system by minimizing fuel consumed duringbraking and cleaning of the aftertreatment component. In these ways,health management of the aftertreatment component is simplified andoptimized, and costs associated therewith are minimized.

II. Overview of Combustion-Electric Propulsion System

FIG. 1 depicts an example combustion-electric propulsion system 100. Thecombustion-electric propulsion system 100 may be implemented in avariety of applications such as diesel-electric vehicles (e.g.,locomotive, commercial vehicles, haul trucks, semis, constructionvehicles, military vehicles, etc.) and maritime vehicles (e.g., cargovessels, cruise vessels, military vehicles, etc.). Thecombustion-electric propulsion system 100 includes an internalcombustion engine 104 and an exhaust system 106. The internal combustionengine 104 receives air from a first inlet conduit 108 that receives theair from an air source 110. The air source 110 may be, for example, anair intake, an air filter, a ram air intake, and other similar airsources.

According to an exemplary embodiment, the combustion-electric propulsionsystem 100 includes a turbocharger 112. In this embodiment, theturbocharger 112 receives air from the air source 110 via a second inletconduit 114 and provides the air through the first inlet conduit 108 tothe internal combustion engine 104. Following the exemplary embodiment,the exhaust system 106 includes a first outlet conduit 116 that receivesexhaust (e.g., exhaust gasses, etc.) from the internal combustion engine104 and provides the exhaust to the turbocharger 112. The turbocharger112 utilizes the exhaust to alter the pressure and/or flow rate of airmoving through the turbocharger 112 from the second inlet conduit 114 tothe first inlet conduit 108. The exhaust system 106 also includes asecond outlet conduit 118 that receives the exhaust from theturbocharger 112.

In embodiments where the combustion-electric propulsion system 100 doesnot include the turbocharger 112, the second inlet conduit 114 iscontinuous with the first inlet conduit 108 and the first outlet conduit116 is continuous with the second outlet conduit 118. For example, theexhaust system 106 may only include one of the first inlet conduit 108and the second inlet conduit 114 and one of the first outlet conduit 116and the second outlet conduit 118.

According to an exemplary embodiment, the internal combustion engine 104is a diesel engine configured to combust diesel fuel. In variousembodiments, the internal combustion engine 104 includes a rail fuelsystem 120 that provides the fuel to pistons within the internalcombustion engine 104. The rail fuel system 120 may be, for example, acommon rail fuel system. The internal combustion engine 104 may alsoinclude an aftercooler 122. The aftercooler 122 may cool the air fromthe first inlet conduit 108 prior to being utilized by the internalcombustion engine 104 in a combustion process. For example, theaftercooler 122 may be utilized in combination with the turbocharger 112to remove any condensed moisture in the air in the first inlet conduit108. The aftercooler 122 may be, for example, an intercooler, a heatexchanger, a fin heat exchanger, a cross flow heat exchanger, a tube andplate heat exchanger, and other similar devices.

The internal combustion engine 104 also includes a driveshaft 124. Theinternal combustion engine 104 is operational to cause rotation of thedriveshaft 124. Rotation of the driveshaft 124 may be defined by anumber of rotations per minute, a torque, or a power. Thecombustion-electric propulsion system 100 also includes an enginecontrol module (ECM) 126 which is coupled to the engine via wires 128.The ECM 126 is configured to control operation of the internalcombustion engine 104. For example, the ECM 126 may be configured toalter the rotations per minute of the driveshaft 124. The ECM 126 mayreceive inputs from a user (e.g., a driver, etc.). For example, inresponse to receiving a drive (e.g., throttle, acceleration, etc.)command (e.g., via depression of an acceleration pedal by a user, etc.),the ECM 126 may utilize the rail fuel system 120 to introduce more fuelinto the internal combustion engine 104. The wires 128 may couple theECM 126 to various valves, injectors, spark plugs, glow plugs, sensors,and other similar devices. In this way, the ECM 126 may receiveinformation from the internal combustion engine 104. The ECM 126 mayprovide this information to the user (e.g., through a display, aspeedometer, a cluster, etc.).

The combustion-electric propulsion system 100 also includes analternator 130 coupled to (e.g., attached to, connected to, etc.) thedriveshaft 124. The alternator 130 is configured to (e.g., structuredto, etc.) convert (e.g., transform, etc.) rotation of the driveshaft 124into electric energy (e.g., electricity, etc.). The alternator 130 mayinclude a rotor and a stator (e.g., windings, etc.). For example, thedriveshaft 124 may be coupled to the rotor and configured to rotatewithin the stator. Rotation of the rotor relative to the stator maycause the alternator 130 to generate electricity. The alternator 130 maybe a variable speed alternator that generates electricity at differentranges of rotational speeds of the driveshaft 124. The alternator 130may produce alternating current (AC) electric energy or direct current(DC) electric energy.

According to various embodiments, the combustion-electric propulsionsystem 100 also includes an energy storage device 132. The energystorage device 132 is coupled to the alternator 130 through wires 134such that the energy storage device 132 receives electric energy fromthe alternator 130. The energy storage device 132 is configured to storeand selectively provide the electric energy to an electric motor 136 viawires 138. The energy storage device 132 may be, for example, acapacitor, a flywheel, a capacitor bank, a battery bank, a fuel cell,and other similar devices capable of storing energy. In someembodiments, the combustion-electric propulsion system 100 does notinclude the energy storage device 132. In these embodiments, the wires134 may be connected directly to the wires 138.

The energy storage device 132 may include a alternator controller 140that controls the flow of electric energy into the energy storage device132 and the flow of electric energy out of the energy storage device132. For example, the alternator controller 140 may modulate an amountof energy provided to the electric motor 136 based on an input from auser (e.g., via an acceleration pedal, etc.). The alternator controller140 may be communicable with the ECM 126. Alternatively, the ECM 126 maydirectly control the energy storage device 132 and does not include thealternator controller 140. The energy storage device 132 may alsoinclude a resistor bank for dissipating electric energy from thealternator 130 (i.e., when the energy storage device 132 is at fullcapacity, etc.).

The alternator controller 140 may include a microprocessor, anapplication-specific integrated circuit (ASIC), a field-programmablegate array (FPGA), etc., or combinations thereof. The alternatorcontroller 140 may include memory, which may include, but is not limitedto, electronic, optical, magnetic, or any other storage or transmissiondevice capable of providing a processor, ASIC, FPGA, etc. with programinstructions. The memory may include a memory chip, ElectricallyErasable Programmable Read-Only Memory (EEPROM), Erasable ProgrammableRead Only Memory (EPROM), flash memory, or any other suitable memoryfrom which the alternator controller 140 can read instructions. Theinstructions may include code from any suitable programming language.

The electric motor 136 includes a driveshaft 142 that is coupled to amovement member 144. The electric motor 136 is configured to utilizeelectric energy received from the energy storage device 132 and/or thealternator 130. The electric motor 136 is configured to (e.g.,structured to, etc.) convert (e.g., transform, etc.) the electric energyinto rotation of the driveshaft 142 thereby causing correspondingrotation of the movement member 144. In some applications, thedriveshaft 142 is coupled directly to the movement member 144. In otherapplications, the driveshaft 142 is connected to the movement member 144through a gear train, chain, drive belt, pulley, or other similarsystem. The movement member 144 may be a wheel (e.g., automotive wheel,locomotive wheel, tread wheel, construction vehicle wheel, militaryvehicle wheel, etc.), a propeller (e.g., ship propeller, etc.), or anyother similar movement member.

The combustion-electric propulsion system 100 also includes anaftertreatment, component 146. The aftertreatment component 146 receivesthe exhaust from the turbocharger 112 and/or the internal combustionengine 104. For example, the aftertreatment component 146 receives theexhaust via the second outlet conduit 118. The aftertreatment component146 is configured to treat (e.g., filter, etc.) the exhaust. Forexample, the aftertreatment component 146 may capture exhaust gassesand/or remove particulate matter (PM), such as soot, from the exhaust.The aftertreatment component 146 may treat NO_(X) to provide nitrogengas and water vapor. The aftertreatment component 146 may constituteaftertreatment components such as a selective catalytic reduction (SCR)catalyst, a diesel oxidation catalyst (DOC), a perforated tube, a pipe,a manifold, a filter (e.g., diesel particulate filter, etc.), adecomposition chamber or reactor, a doser, a dosing module, and others.The aftertreatment component 146 provides the treated exhaust to anexhaust outlet 148 via a third outlet conduit 150. The exhaust outlet148 may be, for example, a tailpipe, a muffler, or other similarstructure.

The combustion-electric propulsion system 100 is operable in a drivemode. In the drive mode, the electric motor 136 causes rotation of themovement member 144. The electric motor 136 may be controlled inresponse to an input from the user. For example, the combustion-electricpropulsion system 100 may enter the drive mode when the user depressesan acceleration pedal in a vehicle containing the combustion-electricpropulsion system 100. According to various embodiments, thecombustion-electric propulsion system 100 exits the drive mode when auser inputs a brake command (e.g., by depressing a brake pedal, etc.).When the ECM 126 receives the brake command, the ECM 126 enters a brakemode.

According to various embodiments, the electric motor 136 includes arotor 152 and a stator 154. The electric motor 136 provides rotationalinput to the driveshaft 142 when the combustion-electric propulsionsystem 100 is in the drive mode. Depending on the configuration of theelectric motor 136 (e.g., DC motor, AC motor, brushless motor, etc.),different mechanisms for causing rotation of the driveshaft 142 arepossible. However, while in the brake mode, the electric motor 136facilitates braking (e.g., deceleration, etc.) of the movement member144. In the brake mode, the electric motor 136 transforms a rotationalinput from the movement member 144, via the driveshaft 142, intoelectric energy. This generation of electricity by the electric motor136 also resists rotation of the driveshaft 142 thereby slowing rotationof the movement member 144.

III. Example Brake Activated Heating Systems

FIG. 2 depicts an example brake activated heating system 200 for thecombustion-electric propulsion system 100. The brake activated heatingsystem 200 includes an electric heater 202. The electric heater 202receives electric energy from the electric motor 136 via wires 206 whenthe combustion-electric propulsion system 100 is in the brake mode. Forexample, rotation of the rotor 152 within the stator 154 may produceelectric energy. The electric heater 202 receives the exhaust from thesecond outlet conduit 118 and provides the exhaust to a fourth outletconduit 204. The electric heater 202 functions to selectively heat theexhaust prior to entering the aftertreatment component 146.

The electric heater 202 includes resistance elements 208 that receivethe electric energy from the electric motor 136 and convert the electricenergy into heat which is dissipated into the exhaust. For example, theresistance elements 208 may obtain a temperature of approximatetwo-hundred and fifty degrees Celsius. In this way, the electric heater202 causes an increase in temperature of the exhaust. The resistanceelements 208 may be, for example, a plurality of electric resistors, aresistance grid, a heating element (e.g., a folded tubular heatingelement, etc.), a ceramic heating element, a metallic heating element, apolymeric heating element, a composite heating element, a coiled heatingelement, and other similar structures. The resistance elements 208 maybe circumferentially disposed within the electric heater 202. Theresistance elements 208 may also be disposed along an interior plane ofthe electric heater 202.

Through the use of the electric heater 202, the exhaust gasses withinthe aftertreatment component 146 are caused to increase in temperaturewhen the combustion-electric propulsion system 100 is in the brake mode.This elevated temperature may, for example, clean carbon deposits,prevent excess accumulation of unburned hydrocarbons, and prevent theplugging of catalyst channels with deposits such as coking, ammoniumbisulfate, and urea compounds.

In addition to utilizing the electricity generated by the electric motor136 to heat the exhaust using the electric heater 202, the brakeactivated heating system 200 also may provide electric energy to thealternator 130 when in the brake mode. For example, the electric motor136 may provide the electric energy to the wires 134, 138, the energystorage device 132, and the alternator 130. By providing electric energyto the alternator 130, the electric motor 136 may motor the internalcombustion engine 104. When the internal combustion engine 104 ismotored, the internal combustion engine 104 may not be provided fuel. Inthis way, combustion within the internal combustion engine 104 isprevented or minimized when the internal combustion engine 104 ismotored by the alternator 130.

The alternator 130 may cause and/or assist rotation of the driveshaft124. In this way, the brake activated heating system 200 may increasethe speed of the internal combustion engine 104. Motoring of theinternal combustion engine 104 may, for example, act as an air pump tocool the electric heater 202 (i.e., by creating an air flow). In anexemplary embodiment, motoring of the internal combustion engine 104causes rotation of a fan 212 that is structured to provide cooling tothe electric heater 202. Motoring of the internal combustion engine 104may also reduce fuel consumption and/or increase efficiency of theinternal combustion engine 104. The quantity of electrical energy thatmotoring the internal combustion engine 104 could adsorb (e.g., utilize,consume, etc.) could be increased or decreased by activating electricpowered accessories or engine accessories such as a hydraulic pump, avariable-geometry, turbocharger (VGT), an exhaust throttle, and othersimilar accessories. In an exemplary embodiment, the brake activatedheating system 200 is implemented to provide electric energy generatedby the electric motor 136 to the electric heater 202 (i.e., to heat theexhaust) and to the alternator 130 to motor the internal combustionengine 104 and thereby cool the electric heater 202. For example, theECM 126 may cause a first portion of the electric energy generated bythe electric motor 136 to be provided to the electric heater 202 and asecond portion of the electric energy generated by the electric motor136 to be provided to the alternator 130 to motor the internalcombustion engine.

According to various embodiments, the brake activated heating system 200includes a powertrain controller 210. The electric heater 202 and/or thealternator 130 are electrically or communicatively coupled to thepowertrain controller 210. The powertrain controller 210 may dictate,for example, an amount of electric energy that is provided to theelectric heater 202 and an amount of electric energy that is provided tothe alternator 130. The powertrain controller 210 may control the amountof electric energy provided to the electric heater 202 to achieve atarget exhaust temperature. For example, the powertrain controller 210may monitor the temperature of the aftertreatment component 146 throughthe use of a sensor (e.g., thermocouple, etc.) and compare the monitoredtemperature to a target temperature. Following this example, thepowertrain controller 210 may route electric energy to the alternator130 when the aftertreatment component 146 has a temperature, as sensedby the sensor, substantially equal to the target temperature. The targettemperature may be stored in a memory of the powertrain controller 210.Similar temperature monitoring may also be performed with a sensorincorporated in the electric heater 202. The powertrain controller 210may also function to selectively charge the energy storage device 132.In some embodiments, the target temperature is equal to a maximumdesirable temperature of the aftertreatment component 146 (e.g., amaximum catalyst temperature, etc.). In these embodiments, theaftertreatment component 146 may be provided electrical energy to causean increase in temperature of the aftertreatment component 146 until theaftertreatment component t 146 obtains the target temperature. In thisway, the health of the aftertreatment component 146 may be managed andpreserved.

The powertrain controller 210 may include a microprocessor, an ASIC, aFPGA, etc., or combinations thereof. The powertrain controller 210 mayinclude memory, which may include, but is not limited to, electronic,optical, magnetic, or any other storage or transmission device capableof providing a processor, ASIC, FPGA, etc. with program instructions.The memory may include a memory chip, EEPROM, EPROM, flash memory, orany other suitable memory from which the powertrain controller 210 canread instructions. The instructions may include code from any suitableprogramming language.

In comparison to the brake activated heating system 200, conventionaldiesel engines do not harness the electricity produced when braking toheat exhaust. Instead, conventional diesel engines includeaftertreatment systems that are cleaned by intentionally operating thediesel engine inefficiently in order to increase an exhaust temperature.In this way, the brake activated heating system 200 facilitates healthmanagement of the aftertreatment component 146 while maintainingdesirable operation of the internal combustion engine 104. The brakeactivated heating system 200 also facilitates health management of theaftertreatment component 146 upon each instance of braking. In this way,the aftertreatment component 146 may be maintained at a greatertemperature then in conventional diesel engines. As a result, theaftertreatment component 146 may be at a greater temperature when in thedrive mode compared to aftertreatment systems in conventional dieselengines, resulting in more desirable emissions and/or lower dosing ofexhaust. These benefits and others may facilitate a cost savingsassociated with use of the combustion-electric propulsion system 100compared to conventional diesel engines.

FIG. 3 depicts another example brake activated heating system 300 forthe combustion-electric propulsion system 100. The aforementioneddescriptions of the brake activated heating system 200 and componentsthereof similarly apply to the brake activated heating system 300 andcomponents thereof. As shown in FIG. 3, the brake activated heatingsystem 300 includes many of the aforementioned components of the brakeactivated heating system 200.

The brake activated heating system 300 includes an electricaftertreatment component 302 that receives exhaust from the secondoutlet conduit 118. The electric aftertreatment component 302 functionssimilar to the aftertreatment component 146 as previously described. Inthis way, the electric aftertreatment component 302 replaces theaftertreatment component 146 in the combustion-electric propulsionsystem 100. The electric aftertreatment component 302 receives electricenergy from the electric motor 136 via wires 206 when thecombustion-electric propulsion system 100 is in the brake mode.

Additionally, the electric aftertreatment component 302 includesresistance elements 304. The resistance elements 304 function similar tothe resistance elements 208 as previously described. The resistanceelements 304 may heat the exhaust within the electric aftertreatmentcomponent 302. Additionally or alternatively, the resistance elements304 may directly heat the electric aftertreatment component 302. Inthese ways, the resistance elements 304 may be used to, for example,clean carbon deposits within the electric aftertreatment component 302,prevent excess accumulation of unburned hydrocarbons within the electricaftertreatment component 302, and prevent the plugging of catalystchannels within the electric aftertreatment component 302 with depositssuch as coking, ammonium bisulfate, and urea compounds.

The resistance elements 304 may be incorporated in the interior of theelectric aftertreatment component 302. Alternatively, the resistanceelements 304 may be incorporated within, or outside of, the electricaftertreatment component 302. In this way, portions of the electricaftertreatment component 302 may be at least partially shielded fromheat provided by the resistance elements 304. In an exemplaryembodiment, the resistance elements 304 are electrically isolated fromthe electric aftertreatment component 302.

The resistance elements 304 are electrically resistive catalysts. Theresistance elements 304 may be constructed from electrically resistantsubstrates. In some embodiments, the resistance elements 304 areconstructed from a metallic substrate. In other embodiments, theresistance elements 304 are constructed from silicon carbide.

The brake activated heating system 300 may be particularly advantageousbecause a separate resistance heater is not required. Both the brakeactivated heating system 200 and the brake activated heating system 300may be provided to a user for use in a retrofit application (e.g., to beinstalled on a currently used vehicle as opposed to a new vehicle). Inthis regard, the brake activated heating system 300 may be particularlyadvantageous because installation time may be reduced through the use ofthe electric aftertreatment component 302.

In an exemplary embodiment, the brake activated heating system 300 isimplemented to provide electric energy generated by the electric motor136 to the resistance elements 304 (i.e., to heat the exhaust) and tothe alternator 130 to motor the internal combustion engine 104 andthereby cool the electric aftertreatment component 302. For example, theECM 126 may cause a first portion of the electric energy generated bythe electric motor 136 to be provided to the resistance elements 304 anda second portion of the electric energy generated by the electric motor136 to be provided to the alternator 130 to motor the internalcombustion engine. In an exemplary embodiment, motoring of the internalcombustion engine 104 causes corresponding rotation of a fan 212 that isstructured to provide cooling to the electric aftertreatment component302.

According to various embodiments, the brake activated heating system 300includes a sensor 306 coupled to the electric aftertreatment component302. The sensor 306 is electronically communicable with the ECM 126 andconfigured to provide a signal (e.g., sensor data, etc.) to the ECM 126.In some embodiments, the sensor 306 is configured to measure an amountof deposits within the electric aftertreatment component 302. The sensor306 may measure the amount of deposits at a target location within theelectric aftertreatment component 302 (e.g., proximate the second outletconduit 118, proximate the third outlet conduit 150, etc.). The ECM 126is configured to receive the signal from the electric aftertreatmentcomponent 302 and determine the amount of deposits based on the signal.The ECM 126 then may compare the amount of deposits to a threshold(e.g., a maximum deposit amount, etc.). Based on the comparison, the ECM126 may selectively power at least one of the resistance elements 304.The ECM 126 may continue to monitor the signal received from the sensor306 to determine when the amount is below a second threshold at whichpoint the ECM 126 may cease to power the resistance elements 304.

IV. Example Idle Activated Heating Systems

FIG. 4 depicts an example idle activated heating system 400 for thecombustion-electric propulsion system 100. The aforementioneddescriptions of the brake activated heating system 300 and componentsthereof similarly apply to the idle activated heating system 400 andcomponents thereof. As shown in FIG. 4, the idle activated heatingsystem 400 includes the aforementioned components of the brake activatedheating system 200 and the brake activated heating system 300.Additionally, the idle activated heating system 400 includes wires 402between the energy storage device 132 and the electric aftertreatmentcomponent 302. In some embodiments, the wires 402 are coupled to thealternator 130 and the electric aftertreatment component 302 such thatthe alternator 130 can provide electric energy directly to theresistance elements 304. In these embodiments, the alternator controller140 is disposed along the wires 402 or otherwise contained within thealternator 130 such that the alternator controller 140 provides controlover electric energy provided by the alternator 130 to the resistanceelements 304. For example, the resistance elements 304 may be providedelectric energy such that the resistance elements 304 obtain atemperature of approximately two-hundred and fifty degrees Celsius.

Unlike the brake activated heating system 300, the idle activatedheating system 400 is configured to provide electric energy from theenergy storage device 132 and/or the alternator 130 to the electricaftertreatment component 302 when the combustion-electric propulsionsystem 100 is not in the drive mode or the brake mode and is instead inan idle mode. In the idle mode, the user is not providing anacceleration input (e.g., through depression of an acceleration pedal,etc.) or a braking input (e.g., through depression of a brake pedal,etc.). For example, the combustion-electric propulsion system 100 may bein the idle mode when a vehicle is stopped at a stop light and when avehicle is being loaded with material (e.g., when train cars are loadedwith cargo, etc.).

According to some embodiments, the idle activated heating system 400 isconfigured to only provide electric energy to the electricaftertreatment component 302 when the vehicle has been in idle for atarget period of time, as measured by the ECM 126. For example, the idleactivated heating system 400 may be configured to provide electricenergy from the alternator 130 to the electric aftertreatment component302 when the vehicle has been in idle for five minutes. In this way,wear and tear on the alternator 130, the energy storage device 132, thewires 402, the electric aftertreatment component 302, and/or theresistance elements 304 may be minimized by avoiding repeated cycling(e.g., providing electric energy to the electric aftertreatmentcomponent 302 and then ceasing to provide electric energy to theelectric aftertreatment component 302, etc.) that would otherwisefrequently occur during operation of a vehicle. In one example, the ECM126 is configured to compare a duration of time that the ECM 126 hasbeen in the idle mode to a threshold. In this example, the ECM 126 isconfigured to power at least one of the resistance elements 304 if theduration of time exceeds the threshold.

In an exemplary embodiment, the ECM 126 is configured to calculate aquantity of condensed hydrocarbons. The quantity of condensedhydrocarbons may be measured on a unit of fuel basis, an amount of timebasis, a temperature (e.g., temperature of the electric aftertreatmentcomponent 302, etc.) basis, or other similar basis. The ECM 126 maystore an upper threshold related to a maximum desired amount ofcondensed hydrocarbons and a lower threshold related to a minimumdesired amount of hydrocarbons.

When the quantity of condensed hydrocarbons in the electricaftertreatment component 302, as measured by the ECM 126, exceeds theupper threshold, the ECM 126 is configured to transmit a signal to thealternator controller 140 to instruct the alternator controller 140 toprovide electric energy to the electric aftertreatment component 302.The ECM 126 may continuously monitor the quantity of condensedhydrocarbons such that the ECM 126 can detect when the quantity ofhydrocarbons is less than the lower threshold. When the quantity of thecondensed hydrocarbons in the electric aftertreatment component 302, asmeasured by the ECM 126, is less than the lower threshold, the ECM 126is configured to transmit a signal to the alternator controller 140 toinstruct the alternator controller 140 to cease providing electricenergy to the electric aftertreatment component 302.

In these ways, the ECM 126 can utilize the upper and lower thresholds tocause selective heating of the electric aftertreatment component 302 andthereby selective cleaning (e.g., removal of deposited hydrocarbons,etc.) of the electric aftertreatment component 302. In someapplications, the ECM 126 causes the speed of the internal combustionengine 104 to compensate for providing electric energy to the electricaftertreatment component 302. In one embodiment, the upper threshold isequal to the lower threshold.

FIG. 5 depicts an example idle activated heating system 500 for thecombustion-electric propulsion system 100 implementing a mechanicaldrive 502. The aforementioned descriptions of the idle activated heatingsystem 400 and components thereof similarly apply to the idle activatedheating system 500 and components thereof. As shown in FIG. 5, the idleactivated heating system 500 includes some of the aforementionedcomponents of the idle activated heating system 400.

The mechanical drive 502 includes a clutch 504, a driveshaft 506, and amovement member 508. The clutch 504 is configured to selectively couplerotation of the driveshaft 506 to rotation of the driveshaft 124. Thedriveshaft 506 is coupled to the movement member 508. Accordingly,rotation of the driveshaft 124 selectively causes rotation of themovement member 508. The movement member 508 may be, for example, apropeller, a hydraulic pump, a gearbox, or any other similar device.

The clutch 504 is operable between an engaged state and a disengagedstate. When the clutch 504 is in the engaged state, thecombustion-electric propulsion system 100 may be in either the drivemode or the brake mode and rotation of the driveshaft 124 is coupled torotation of the driveshaft 506. When the clutch 504 is in the disengagedstate, the combustion-electric propulsion system 100 may be in the idlemode and rotation of the driveshaft 124 is not coupled to rotation ofthe driveshaft 506.

In the idle activated heating system 500, the alternator 130 is coupledto, or selectively coupled to, the clutch 504 via a linkage 510. In someembodiments, the alternator 130 is configured to generate electricenergy with any rotation of the driveshaft 124, regardless of whetherthe clutch 504 is in the engaged state or the disengaged state. In otherembodiments, the alternator 130 is configured to only generate electricenergy with rotation of the driveshaft 124 when the clutch 504 is in thedisengaged state.

IV. Example Electric Aftertreatment Component

FIG. 6 illustrates a cross-sectional view of an example electricaftertreatment component 302. As shown in FIG. 6, the electricaftertreatment component 302 includes a plurality of resistance elements304. The resistance elements 304 may be arranged in a plurality ofuniform columns 304 a-304 e and a plurality of uniform rows 304 f-304 kthat are annularly spaced within the electric aftertreatment component302. As used herein, a “column” refer to a series of resistance elements304 being aligned along a circumferential surface of the electricaftertreatment component 302, each being at the substantially the samespecific longitudinal distance from the inlet or outlet of the electricaftertreatment component 302. A “row” refers to a series of resistanceelements aligned longitudinally along a length of the electricaftertreatment component 302 (as opposed to being alignedcircumferentially). The number of resistance elements 304 in theelectric aftertreatment component 302 may be related to a constructionand/or configuration of the electric aftertreatment component 302. Theresistance elements 304 may be uniformly arranged, such as in asymmetric pattern, or randomly arranged, such as in an asymmetricpattern.

According to various embodiments, each of the resistance elements 304may be individually controlled to provide heat. For example, only theresistance elements 304 in a column 304 a may be provided electricenergy for a first period of time and then only the resistance elements304 in another column 304 b may be provided electric energy after thefirst period of time. This process may be iteratively repeated for allof the columns. Similarly, this process may be implemented with rows ofthe resistance elements 304 or a combination of rows and columns of theresistance elements 304. In these ways, the resistance elements 304 mayprogressively and incrementally provide heat to the electricaftertreatment component 302. For example, the resistance elements 304may be controlled so that the electric aftertreatment component 302 isincrementally cleaned from an inlet of the electric aftertreatmentcomponent 302, proximate the second outlet conduit 118, to an outlet ofthe electric aftertreatment component 302, proximate the third outletconduit 150.

As shown in FIG. 7, the electric aftertreatment component 302 includes anumber of flow dividers 700 that define a number of sub flow paths 702.The exhaust traverses each of the sub flow paths 702 between an inlet ofthe electric aftertreatment component 302 and an outlet of the electricaftertreatment component 302. In some embodiments, the exhaust in one ofthe sub flow paths 702 is structurally separated from the exhaust in theothers of the sub flow paths 702.

The resistance elements 304 are located within the sub flow paths 702.For example, the rows 304 f-304 k may each be aligned with one of thesub flow paths 702. The resistance elements 304 on each of the sub flowpaths 702 may be on an independent circuit such that the resistanceelements 304 on multiple sub flow paths 702 may be poweredsimultaneously. In this way, each of the sub flow paths 702 may beindividually and incrementally cleaned by the resistance elements 304.

The number of resistance elements 304 within a sub flow path 702 thatare powered may depend on, for example, the electric energy availablefrom the alternator 130. In another example, the number of resistanceelements 304 within the sub flow path 702 that are powered depends on aflow rate of exhaust, as measured by a sensor and determined by the ECM126. Additionally, some or all of the resistance elements 304 withinmultiple sub flow paths 702 may be powered simultaneously. In theseways, an entire length of each sub flow path 702 may be cleaned.Alternatively, only certain portions of each sub flow path 702 may becleaned. For example, only the portion of the sub flow path 702 that isbetween 2.54 centimeters (e.g., one inch, etc.) from an inlet of theelectric aftertreatment component and 15.24 centimeters (e.g., sixinches, etc.) from the inlet may be cleaned.

In an exemplary embodiment, the ECM 126 determines how much electricenergy is generated by the alternator 130 and compares the amount ofelectric energy generated by the alternator 130 to a plurality ofthresholds, each threshold associated with a different one of the flowsub paths 702. Based on the comparison, the ECM 126 may selectivelypower the resistance elements 304 within the flow sub path 702 for whichthe threshold was exceeded.

In some embodiments, some or all of the resistance elements 304 arereplaced with relatively small electric heaters. In another embodiment,all of the resistance elements 304 are replaced with a single heaterthat has zone control to facilitate cleaning of different zones (e.g., azone corresponding to each of the sub flow paths 702, etc.) of theelectric aftertreatment component 302.

In some applications, the electric aftertreatment component 302 isprovided heat from other heat sources associated with operation of theinternal combustion engine 104. For example, the electric aftertreatmentcomponent 302 may be provided heat from an oil circulation system, andengine coolant system, an energy recuperating suspension system, andother similar systems.

IV. Construction of Exemplary Embodiments

As described herein, the internal combustion engine 104 is a dieselengine configured to combust diesel fuel. However, the internalcombustion engine 104 may be an internal combustion engine that isconfigured to combust other fuel (e.g., diesel fuel, gasoline, propane,natural gas, etc.). For example, the internal combustion engine 104 maybe a gasoline engine, a propane engine, a natural gas (e.g., liquidnatural gas, etc.) engine, an ethanol engine, or other similar engines.

While this specification contains many specific implementation details,these should not be construed as limitations on the scope of what may beclaimed but rather as descriptions of features specific to particularimplementations. Certain features described in this specification in thecontext of separate implementations can also be implemented incombination in a single implementation. Conversely, various featuresdescribed in the context of a single implementation can also beimplemented in multiple implementations separately or in any suitablesubcombination. Moreover, although features may be described as actingin certain combinations and even initially claimed as such, one or morefeatures from a claimed combination can, in some cases, be excised fromthe combination, and the claimed combination may be directed to asubcombination or variation of a subcombination.

As utilized herein, the terms “substantially,” “approximately,” andsimilar terms are intended to have a broad meaning in harmony with thecommon and accepted usage by those of ordinary skill in the art to whichthe subject matter of this disclosure pertains. It should be understoodby those of skill in the art who review this disclosure that these termsare intended to allow a description of certain features described andclaimed without restricting the scope of these features to the precisenumerical ranges provided. Accordingly, these terms should beinterpreted as indicating that insubstantial or inconsequentialmodifications or alterations of the subject matter described and claimedare considered to be within the scope of the invention as recited in theappended claims.

The terms “coupled,” “connected,” and the like, as used herein, mean thejoining of two components directly or indirectly to one another. Suchjoining may be stationary (e.g., permanent) or moveable (e.g., removableor releasable). Such joining may be achieved with the two components orthe two components and any additional intermediate components beingintegrally formed as a single unitary body with one another, with thetwo components, or with the two components and any additionalintermediate components being attached to one another.

The terms “in fluid communication” and the like, as used herein, meanthe two components or objects have a pathway formed between the twocomponents or objects in which a fluid, such as exhaust, water, air,gaseous reductant, gaseous ammonia, etc., may flow, either with orwithout intervening components or objects. Examples of fluid couplingsor configurations for enabling fluid communication may include piping,channels, or any other suitable components for enabling the flow of afluid from one component or object to another. As described herein,“preventing” should be interpreted as potentially allowing for deminimus circumvention (e.g., less than 1%) of the exhaust gases aroundthe substrate 216 or the flow dissipater 214.

It is important to note that the construction and arrangement of thesystem shown in the various example implementations is illustrative onlyand not restrictive in character. All changes and modifications thatcome within the spirit and/or scope of the described implementations aredesired to be protected. It should be understood that some features maynot be necessary, and implementations lacking the various features maybe contemplated as within the scope of the application, the scope beingdefined by the claims that follow. When the language “a portion” isused, the item can include a portion and/or the entire item unlessspecifically stated to the contrary.

What is claimed is:
 1. A combustion-electric propulsion systemcomprising: an engine control module configured to receive an input froma user, the input corresponding to a drive command or a brake command,the engine control module configured to enter a drive mode whilereceiving the drive command and to enter a brake mode while receivingthe brake command; an electric motor electrically communicable with analternator and the engine control module, the electric motor configuredto receive electric energy from the alternator, to utilize the electricenergy to cause rotation of a movement member in the drive mode, and togenerate electric energy from rotation of the movement member when inthe brake mode; and an electric aftertreatment component configured totreat exhaust, the electric aftertreatment component comprising aplurality of resistance elements that are electrically communicable withthe electric motor; wherein the electric motor transmits a first portionof the electric energy to the plurality of resistance elements when inthe brake mode such that the plurality of resistance elements heat atleast one of the exhaust and the electric aftertreatment component; andwherein the electric motor simultaneously transmits a second portion ofthe electric energy to the alternator when in the brake mode.
 2. Thecombustion-electric propulsion system of claim 1, wherein the enginecontrol module is configured to utilize the electric energy received bythe alternator from the electric motor when in the brake mode to motoran internal combustion engine.
 3. The combustion-electric propulsionsystem of claim 2, wherein the motoring of the internal combustionengine causes rotation of a fan that is configured to provide cooling tothe electric aftertreatment component.
 4. The combustion-electricpropulsion system of claim 1, wherein the plurality of resistanceelements are uniformly arranged on an inner surface of the electricaftertreatment component in a plurality of rows of resistance elementsand a plurality of columns of resistance elements; wherein theresistance elements in each of the plurality of rows are controllableindependent from the resistance elements in the others of the pluralityof rows; and wherein the resistance elements in each of the plurality ofcolumns are controllable independent from the resistance elements in theothers of the plurality of columns.
 5. The combustion-electricpropulsion system of claim 4, wherein the electric aftertreatmentcomponent comprises a plurality of sub flow paths through which theexhaust traverses between an inlet of the electric aftertreatmentcomponent and an outlet of the electric aftertreatment component; andwherein the exhaust in one of the plurality of sub flow paths isseparated from the exhaust in the others of the plurality of sub flowpaths.
 6. The combustion-electric propulsion system of claim 5, whereinthe number of rows of resistance elements is equal to the number of subflow paths of the electric aftertreatment component; and wherein each ofthe plurality of rows is located within one of the plurality of sub flowpaths such that each of the plurality of rows is configured to heat atleast one of the exhaust and a portion the electric aftertreatmentcomponent within one of the plurality of sub flow paths.
 7. Thecombustion-electric propulsion system of claim 6, wherein the enginecontrol module is configured to determine an amount of electric energygenerated by the alternator and compare the amount of electric energygenerated by the alternator to at least one threshold; wherein each ofthe at least one threshold is associated with at least one of theplurality of sub flow paths; and wherein the engine control module isconfigured to power the resistance elements in each of the plurality ofrows associated with each of the sub flow paths for which the associatedthreshold is exceeded by the amount of electric energy generated by thealternator.
 8. The combustion-electric propulsion system of claim 6,wherein the engine control module is configured to incrementally cleanthe electric aftertreatment component by: (i) powering only theresistance elements in a target row that is one of the plurality of rowsto apply heat to the electric aftertreatment component using theresistance elements in the target row; (ii) ceasing to power theresistance elements in the target row when a condition is met; and (iii)repeating steps (i) and (ii) for the others of the plurality of rows. 9.The combustion-electric propulsion system of claim 1, further comprisinga sensor coupled to the electric aftertreatment component, the sensorelectrically communicable with the engine control module and configuredto measure an amount of deposits within the electric aftertreatmentcomponent and to transmit a signal to the engine control module, thesignal indicative of the amount of deposits, wherein the engine controlmodule is configured to compare the amount of deposits to a depositthreshold.
 10. The combustion-electric propulsion system of claim 9,wherein the engine control module is configured to increase the secondportion of electric energy in response to determining that the amount ofdeposits exceeds the deposit threshold.
 11. The combustion-electricpropulsion system of claim 1, further comprising a sensor coupled to theelectric aftertreatment component, the sensor electrically communicablewith the engine control module and configured to measure a temperaturewithin the electric aftertreatment component and to transmit a signal tothe engine control module, the signal indicative of the temperature;wherein the engine control module is configured to compare thetemperature to a target temperature; and wherein the engine controlmodule increases one of the first portion and the second portion anddecreases the other of the first portion and the second portion based onthe comparison between the temperature and the target temperature. 12.The combustion-electric propulsion system of claim 11, wherein thealternator provides the second portion to a fan in order to cool theelectric aftertreatment component.
 13. A combustion-electric propulsionsystem comprising: an alternator configured to receive a rotationalinput from a driveshaft and to utilize the rotational input to generateelectric energy; an engine control module configured to receive aninput, the input corresponding to a drive command or a brake command,the engine control module configured to enter an idle mode while notreceiving the drive command or the brake command; and an electricaftertreatment component configured to treat exhaust, the electricaftertreatment component comprising a plurality of resistance elementsthat are electrically communicable with the alternator; wherein thealternator is configured to selectively transmit the electric energy tothe plurality of resistance elements when in the idle mode such that theplurality of resistance elements heat at least one of the exhaust andthe electric aftertreatment component.
 14. The combustion-electricpropulsion system of claim 13, wherein the engine control module isconfigured to measure a duration of time from when the engine controlmodule enters the idle mode; wherein the engine control module isconfigured to compare the duration of time to a threshold; and whereinthe engine control module is configured to cause the alternator totransmit the electric energy to the resistance elements in response todetermining that the duration of time exceeds the threshold.
 15. Thecombustion-electric propulsion system of claim 13, further comprising asensor coupled to the electric aftertreatment component; wherein thesensor is electrically communicable with the engine control module andconfigured to measure an amount of deposits within the electricaftertreatment component and to transmit a signal to the engine controlmodule, the signal indicative of the amount of deposits; and wherein theengine control module is configured to compare the amount of deposits toa deposit threshold.
 16. The combustion-electric propulsion system ofclaim 15, wherein the engine control module is configured to cause thealternator to transmit the electric energy to the resistance elements inresponse to determining that the amount of deposits exceeds the depositthreshold.
 17. The combustion-electric propulsion system of claim 13,wherein the electric aftertreatment component comprises a plurality ofsub flow paths through which the exhaust traverses between an inlet ofthe electric aftertreatment component and an outlet of the electricaftertreatment component; wherein the exhaust in one of the plurality ofsub flow paths is separated from the exhaust in the others of theplurality of sub flow paths; wherein the plurality of resistanceelements are divided between the plurality of sub flow paths such thatat least one resistance element is disposed within each of the pluralityof sub flow paths; and wherein the at least one resistance elementdisposed within one of the sub flow paths are controllable independentfrom the at least one resistance element disposed within the others ofthe sub flow paths.
 18. The combustion-electric propulsion system ofclaim 13 further comprising an electric motor electrically communicablewith the alternator and the engine control module, the electric motorconfigured to receive the electric energy from the alternator; whereinthe engine control module is configured to enter a drive mode whilereceiving the drive command and to enter a brake mode while receivingthe brake command; and wherein the electric motor is configured toutilize the electric energy to cause rotation of a movement member inthe drive mode and to generate electric energy from rotation of themovement member when in the brake mode.
 19. A combustion-electricpropulsion system comprising: a clutch configured to receive arotational input from a driveshaft, the clutch operable between anengaged state and a disengaged state, the clutch configured to provide arotational output only when in the engaged state; a movement memberselectively coupled to the clutch and configured to receive therotational output provided by the clutch when the clutch is in theengaged state; an alternator configured to receive a rotational inputfrom the clutch when the clutch is in the engaged state and thedisengaged state, the alternator configured to utilize the rotationalinput to generate electric energy; an engine control module configuredto receive an input corresponding to a drive command, the engine controlmodule configured to enter an idle mode while not receiving the drivecommand; and an electric aftertreatment component configured to treatexhaust, the electric aftertreatment component defined by a plurality offlow sub paths, the electric aftertreatment component comprising aplurality of resistance elements that are electrically communicable withthe alternator and arranged within the plurality of flow sub paths suchthat each of the plurality of flow sub paths is configured to beindependently heated by the plurality of resistance elements; whereinthe alternator is configured to selectively transmit the electric energyto the plurality of resistance elements when in the idle mode such thatthe plurality of resistance elements heat at least one of the exhaustand the electric aftertreatment component.
 20. The combustion-electricpropulsion system of claim 19, further comprising a sensor coupled tothe electric aftertreatment component, the sensor electricallycommunicable with the engine control module and configured to measure anamount of deposits within the electric aftertreatment component and totransmit a signal to the engine control module, the signal indicative ofthe amount of deposits; wherein the engine control module is configuredto compare the amount of deposits to a deposit threshold; and whereinthe engine control module is configured to determine at least one targetflow sub path based on the comparison between the amount of deposits andthe deposit threshold and in response to determining that the amount ofdeposits exceeds the deposit threshold.
 21. The combustion-electricpropulsion system of claim 20, wherein the engine control module isconfigured to cause the at least one resistance element in the at leastone target flow sub path to be powered.
 22. The combustion-electricpropulsion system of claim 21, wherein the engine control module isconfigured to incrementally clean the electric aftertreatment componentby: (i) powering only the at least one resistance element in the atleast one target flow sub path; (ii) ceasing to power the at least oneresistance element in the at least one target flow sub path when acondition is met; and (iii) repeating (i) and (ii) for the others of theplurality of the flow sub paths.